Fuel saving apparatus for multiple cylinder internal combustion engines

ABSTRACT

Fuel saving apparatus for controlling the supply of fuel to one or more selected cylinders of a multi-cylinder internal combustion engine comprises a remotely and independently controlled fuel saving valve operably positioned to provide selective communication between the cylinder clearance volume and a filtered air portion of the engine carburetor. The valve is closed for normal, full power engine operation, and open for predetermined low engine power demand periods. The opening of said valve so severely reduces cylinder intake vacuum and resultant air-fuel influx as to render temporarily ineffective the cylinder, thereby reducing engine fuel consumption.

This invention relates to multi-cylinder internal combustion engines andin particular to means for rendering ineffective selected cylindersduring low engine power demand periods, thereby reducing engine fuelconsumption.

The multi-cylinder internal combustion engine, such as the sparkignition piston engine commonly used in automobiles, is normallyoperated with fuel supplied to each of the several engine cylinders.Considerable economies can be realized however by split engineoperation, such as operating an eight cylinder engine on four cylinders,under low and moderate load conditions. This economy is a result of thewell known fact that individual cylinder efficiency is increased, up toan optimum point, when operating cylinder load is increased.

Split engine operation has long been recognized as a theoreticallydesirable goal. However, the general complexity of mechanisms which havebeen developed to achieve this type of operation have thus far precludedits commercial feasibility. The present invention relates to a greatlysimplified split engine control system which is particularly efficientand reliable in operation.

The principal objects of the present invention are: to provide a fuelsaving valve member operably connected with at least one cylinder of amultiple cylinder internal combustion engine for breaking engine intakevacuum and air-fuel influx so as to render temporarily ineffective saidone cylinder; to provide such an apparatus wherein a valve member firstend is operably connected to the one cylinder clearance volume and avalve member second end is adapted for connection with a filtered airportion of an engine carburetor so as to further reduce fuelconsumption; to provide such an apparatus wherein an elongated, tubularbody member is connected with said valve member to facilitate theinstallation of said device in existing multiple cylinder internalcombustion engines; to provide such an apparatus wherein the body memberincludes an internal water jacket cavity to increase the operating lifeof said apparatus; to provide such an apparatus wherein vacuum meansremotely and independently operate said valve member; and to providesuch an apparatus which is economical to manufacture, and particularlywell adapted for the proposed use.

Other objects and advantages of this invention will become apparent fromthe following description taken in connection with the accompanyingdrawings wherein are set forth, by way of illustration and example,certain embodiments of this invention.

The drawings constitute a part of this specification and includeexemplary embodiments of the present invention and illustrate variousobjects and features thereof.

FIG. 1 is a perspective view of a fuel saving apparatus body member,embodying the present invention, showing a spark plug engaged therein.

FIG. 2 is a vertical cross-sectional view of the fuel saving apparatus,particularly showing the body and valve members thereof.

FIG. 3 is a vertical cross-sectional view of a second embodiment of thepresent invention, which includes a water jacket cavity.

FIG. 4 is a schematic representation of a third embodiment of thepresent invention, in the form of a multi-cylinder internal combustionengine for split operation.

Referring more in detail to the drawings:

The reference numeral 1 generally designates a fuel saving apparatusembodying the present invention and comprising a body member 2 adaptedto receive a spark plug 3 therein and a valve member 4. The body member2 is an elongated tubular structure which, as illustrated in FIGS. 1 and2, includes respectively interconnected tubular portions 5, 6 and 7. Thefree end 8 of the body first portion 5 is externally threaded andadapted for sealing engagement within an engine spark plug aperture (notshown). The other end 9 of the first body portion is rigidly attached tothe diametrically larger second portion 6. The second portion 6 includesa free end 10 with a central, internally threaded aperture 11therethrough, adapted for sealingly receiving and engaging therein aspark plug 3. In this example, the free end 8 and the aperture 11 are ofthe same diameter and thread design such that the spark plug removedfrom the selected cylinder can be engaged in aperture 11 and usedtherewith. The aperture 11 has an inclined, countersunk surface 12 toform a washerless, positive seal with the spark plug 3. A similarsurface 13 is provided on the first body portion 5 for engagement withthe engine spark plug aperture. The third body portion 7 is a tubularstructure having one end 14 connected with the side wall 15 of thesecond body portion 6. Each body portion 5, 6, and 7 respectivelyincludes a central aperture 16, 17, and 18 which are mutuallyinterconnected and form a body member cavity 19 through which enginegases are transmitted. The central and peripheral spark plug electrodes20 and 21 are centrally disposed within the body cavity 19, which istapered at the intersection of apertures 16 and 17 to promote flamepropagation therethrough. Preferably, body member 2 is adapted tominimize the distance between the electrode 21 and the free end 8 topromote spark plug cooling and to extend its useful life. The bodymember 2 is, in this example, constructed of a high-strength,heat-resistant material such as stainless steel, and, if desired,cooling fins (not shown) may be added to the exterior surface.

The valve member 4 has a first, innermost end 23, a second, outermostend 24, a frustoconical valve 25, and mating valve seat 26. The larger,circular surface 27 of the valve 25 is disposed inwardlymost of the bodymember to assure the proper seating thereof during high body cavitypressures. A valve stem 28 has one end 29 thereof attached to said valve25 for translating same relative to the valve seat 26. A tube 30 isattached to the valve end 24 and has connection or communication with amanifold 31 which is in turn connected with a filtered air portion of anengine carburetor. In the illustrated structure, (FIG. 4) a filtered airportion 32 is disposed between an air filter 34 and a carburetor venturi35. The innermost valve end 23 is internally threaded to mate with athreaded portion 37 of the body third portion 7. In this example, thevalve 25 is resiliently retained in a normally closed position by acompressed coil spring 38 which surrounds a portion of the valve stem28. The valve 25 is automatically manipulated by means such as anelectric solenoid (not shown) or the illustrated vacuum cylinder 39 andpiston 40, which is attached to an outwardly positioned end of the valvestem 28. A vacuum tube 41 communicates with the cavity 42 of thecylinder 39 below the piston 40 and a vent aperture 43 is disposedthrough the cylinder wall above the piston 40.

The reference numeral 50 generally designates a second embodiment of thepresent invention which is illustrated in FIG. 3 and includes a tubularbody member 31, a valve member 52, a manifold tube 53, a spark plug 54,and fluid hoses 55 and 56. Like the previously described embodiment ofthe present invention, the body member 51 has a threaded end 57 adaptedfor engaging an engine spark plug aperture (not shown), and aninternally threaded aperture 58 adapted to receive the spark plug 54therein. Body member 51 includes inner and outer spaced-apart side walls59 and 60 which form a fluid cavity 61 therebetween. In the illustratedstructure, the valve member 52 is manually operable and assumes, byvirtue of a helical spring 62 a normally closed position. First andsecond internally threaded apertures 63 and 64 are disposed through theouter side walls 60, extend into the fluid cavity 61, and respectivelyhave connection with the fluid hoses 55 and 56.

A third embodiment of the present invention, illustrated in FIG. 4, is amulti-cylinder internal combustion engine 70 including a typicaldeactivatable cylinder 71, a piston 72, a valve head 73, an intake valve74 and an exhaust valve 75. The fuel saving valve 76 is disposed in aclearance volume 77 of the cylinder, defined as that volume of thecylinder above the upper surface 78 of the piston in a top dead centerposition. A frustoconical valve 79 attached to valve stem 80 isreciprocatingly manipulated by suitable power means such as vacuumdevice 81. In the illustrated embodiment, four fuel saving valves 76 aredisplayed, only one of which is shown in conjunction with a cylinder.Each valve 76 is provided with a tube 83 having connection with manifold31.

The first and second embodiments 1 and 50 of the present invention areadapted to be installed in conventional multi-cylinder engines. Theinstaller first removes the spark plug from those selected cylinders inwhich the apparatus is to be used. In a typical V-8 engine, those fourcylinders having mutual connection with one side of the intake manifoldare preferably selected for engagement with the fuel saving apparatus.The threaded end portion 8 and 57 respectively of embodiment 1 and 50 isthreadingly engaged with the spark plug aperture of the selectedcylinders. The removed spark plugs are then reinstalled into apparatusthreaded aperture 11 or 58. The valve member is then attached to eachfuel saving device and the manifold tube 30 or 53 of each valve isinterconnected to manifold 31. For remote vacuum valve operation, thevacuum tube 41 is attached to each cylinder mechanism 39. In valveembodiment 50, inlet and outlet hoses 56 and 55 respectively areattached to the engine's cooling system such as through the heater hosesthereof.

In use, the fuel saving valve is closed for full engine power operation,such as during vehicle acceleration. When closed, the valve seals thecylinder's combustion chamber and enables same to function in a normalmanner. During predetermined low engine power demand periods, forexample in the course of constant speed travel over substantially levelexpressways, the operator (or a suitable control device responding tooperational conditions) opens the fuel saving valves for split engineoperation. The vacuum normally created in the cylinder during thepiston's intake stroke is severely reduced as the cylinder draws ingases from the manifold which are under substantially atmosphericpressure. Although the intake valve 74 is also in an open positionduring the intake stroke, only a minimal volume of air-fuel mixture isdrawn therethrough. During the compression stroke, although both theintake and exhaust valves 74 and 75 are in a closed position, the gaseswithin the cylinder are not appreciably compressed, but rather aresimply displaced through the valve into manifold 31. Because thesecylinder gases lack the proper fuel content and degree of compression,they will not burn when excited by the spark plug 84, thereby renderingineffective the selected cylinders. In order to achieve increasedefficiency, that small volume of air-fuel mixture drawn into theinoperative cylinders during the intake stroke is carried through themanifold to the carburetor intake 32 for recycled use therein. The user(or control noted above) may, by activating the vacuum means 81, onceagain close the selected valves and thereby immediately achieve fullpower operation for passing or intown driving.

It is to be understood that the above-described arrangement may beapplicable to diesel type engines also, but would require separate fuelshut-off to the inactivated cylinders.

It is to be further understood that while certain forms of thisinvention have been illustrated and described, it is not to be limitedto the specific form or arrangement of parts herein described and shown,except insofar as such limitations are included in the following claims.

What I claim and desire to secure by Letters Patent is:
 1. A fuel savingapparatus for multiple cylinder spark ignition internal combustionengines having a carburetor filtered air portion, said apparatuscomprising:a. an elongated tubular body member including an externallythreaded first body portion adapted for sealing engagement within anengine cylinder spark plug aperture; b. an apertured second body portionbeing internally threaded and adapted for sealingly receiving andengaging therein a spark plug; c. a third body portion disposed adjacentsaid second body portion and including an aperture therethrough; d. saidbody member including a central longitudinal aperture interconnectingthe first, second and third body portions; and e. a valve member in saidthird body portion and adapted to move between an open and a closedcondition respectively for opening and closing said third body portionaperture, said valve member having first and second ends; said valvemember first end being sealingly attached to said third body portionabout the aperture therein; said valve member second end being adaptedfor connection with said filtered air portion; said valve member, insaid open condition causing cylinder intake vacuum to be reduced to theextent that an engine cylinder having connection therewith is renderedtemporarily ineffective and engine fuel consumption is thereby reduced.2. Apparatus as set forth in claim 1 wherein:a. said body memberincludes inner and outer side walls; b. a water jacket cavity is formedbetween said inner and outer side walls and is adapted to contain fluidtherein for cooling said body member; and c. said body member outer wallhas inlet and outlet apertures therethrough; said inlet and outletapertures having connection with said water jacket cavity and beingadapted for connection with a flowing coolant fluid system of saidengine.
 3. Apparatus as set forth in claim 1 including:a. a cylindricalvalve tube for facilitating the engagement of said apparatus and saidengine spark plug aperture; said valve tube having a first end thereofsealingly attached to said third body portion about the aperturetherein; b. said valve tube extending opposingly from the first bodyportion and at an oblique angle to a body central axis; and c. a valvetube second end having connection with said valve member first end. 4.Apparatus as set forth in claim 1 wherein:a. means for remotelyoperating said valve member are operably attached thereto for openingand closing said third body portion aperture.
 5. Apparatus as set forthin claim 4 wherein:a. said valve member comprises a valve and a matingvalve seat; b. a valve stem having a first end thereof attached to saidvalve for translating said valve relative to said valve seat, said valvestem having a second end thereof connected with said operating means;and c. operating means comprises a vacuum controlled piston. 6.Apparatus as set forth in claim 1 wherein:a. said valve member comprisesa frustoconical valve and mating valve seat; and b. the larger surfaceof said valve is disposed inwardlymost of said body member.
 7. In amultiple cylinder internal combustion engine including a carburetor anda plurality of cylinders each of which has a piston, said cylindersrespectively forming a combustion chamber clearance volume above saidrespective pistons, and an intake and exhaust valve associated with saidrespective cylinders, the improvement of .Iadd.a device renderingtemporarily ineffective selected engine cylinders during low enginepower demand periods for reducing fuel consumption, said devicecomprising: .Iaddend.(a) an independently controlled fuel saving thirdvalve member operably associated with at least one of the cylinders.[.and adapted to selectively.]. .Iadd.so as to .Iaddend.providecommunication between said clearance volume and the atmosphere.Iadd.during the low engine demand periods; .Iaddend. (b) said thirdvalve member, when open, severely reducing cylinder intake vacuum andresultant air-fuel influx to the extent that said one cylinder isrendered temporarily ineffective .Iadd.during the low engine demandperiods, .Iaddend.thereby reducing engine fuel consumption.
 8. Theimprovement as set forth in claim 7 wherein:a. said third valve membercommunicates with said carburetor whereby exhaust from said third valvemember is introduced into said carburetor.
 9. A multiple cylinderinternal combustion engine as set forth in claim 7 wherein:a. each ofsaid cylinders includes a spark plug aperture and a spark plug; b. saidthird valve member comprises a tubular body including an externallythreaded first body portion removably and sealingly engaging said sparkplug aperture; c. an apertured second body portion is internallythreaded and removably and sealingly receives and engages therein aspark plug; d. an apertured third body portion disposed adjacent saidsecond body portion; e. said body member includes a central longitudinalaperture interconnecting the first, second and third body portion; andf. a valve member for opening and closing said third body portionaperture and having first and second ends; said valve member first endbeing sealingly attached to said third body portion about the aperturetherein; said valve member second end having connection with saidcarburetor.
 10. A multiple cylinder internal combustion engine as setforth in claim 9 including:a. a cylindrical valve tube for facilitatingthe engagement of said fuel saving third valve and said engine sparkplug aperture; said valve tube having a first end thereof sealinglyattached to said third body portion about the aperture therein; b. saidvalve tube extending opposingly from the first body portion and at anoblique angle to a body central axis; and c. a valve tube second endhaving connection with said valve member first end.